SID97-3A FAA APPROVED SUPERSEDES M73-22, M89-10 & M92-17

Transcription

1 TELEDYNE CONTINENTAL AIRCRAFT ENGINE SERVICE INFORMATION DIRECTIVE Compliance Will Enhance Safety, Maintenance or Economy Of Operation CATEGORY 4 SID97-3A FAA APPROVED SUPERSEDES M73-22, M89-10 & M92-17 SUBJECT: PURPOSE: COMPLIANCE: MODELS AFFECTED: PROCEDURES AND SPECIFICATIONS FOR ADJUSTMENT OF TELEDYNE CONTINENTAL MOTORS (TCM) CONTINUOUS FLOW FUEL INJECTION SYSTEMS. Provide procedures and specifications for the adjustment of Teledyne Continental Motors (TCM) fuel injection systems. At Engine Installation, 100 hour/annual Inspection, fuel system component replacement or as required if operation is not within specifications. All TCM continuous flow fuel injected engine models except L/TSIO-360-RB, TSIO-520-L, LB, WB, GTSIO-520-F, K, N and GIO-550-A engine models. WARNING THE PROCEDURES AND VALUES PROVIDED IN THIS SERVICE BULLETIN APPLY TO TCM FUEL INJECTED ENGINES THAT HAVE NOT BEEN MODIFIED FROM THEIR ORIGINAL TYPE DESIGN. REFER TO SUPPLEMENTAL TYPE CERTIFICATE (STC) HOLDER INFORMATION AND INSTRUCTIONS FOR AIRCRAFT AND ENGINES THAT HAVE BEEN MODIFIED FROM THEIR ORIGINAL TYPE DESIGN. GENERAL INFORMATION Fuel injection system components manufactured by TCM are adjusted and calibrated to meet engineering specifications. This insures operation within those specifications throughout the full range of operation. Fuel injection system components installed on factory new and rebuilt engines are further adjusted to meet design specifications during operation in the production engine test facility. These tests and adjustments are carried out in an environment of controlled fuel supply pressures and calibrated test equipment. When engines are installed in aircraft, they are subjected to a different induction system, fuel supply system and operating environment. These differences require checking and adjusting the fuel injection system to meet operational specifications before flight. Aircraft and engines that have been modified from their original type design must have the fuel injection system maintained in accordance with the Supplemental Type Certificate Holder s FAA approved instructions. Operational verification of the engine fuel system is required any time one of the following circumstances occurs: (1) at engine installation, (2) during 100 hour and annual inspections, (3) whenever a fuel system component is replaced or adjusted, (4) when changes occur in the operating environment. CAUTION... Engine performance, service life and reliability will be compromised if the engine's fuel injection system is neglected. The following adjustment procedures are presented in a sequential format that must be followed to insure proper fuel system adjustment. Reference the applicable Aircraft Maintenance Manual for detailed fuel system adjustment and maintenance procedures. MO DAY YEAR MO DAY YEAR 1 of TELEDYNE TECHNOLOGIES, INC.

2 Any fuel system that cannot be adjusted to meet the specified values will require repair or replacement of the affected components prior to further engine operation. The adjustment procedures provided in this SID also apply to engine fuel systems equipped with TCM Position Tuned Fuel Nozzles. Refer to Form X306474, Position Tuned Fuel Nozzle Installation and Maintenance Manual for more detailed information and installation instructions. CAUTION... Refer to the torque specifications, Table 1, page 9 for specified values when torquing hose end fittings. A. ADJUSTMENT TOOLS AND EQUIPMENT REQUIRED A complete set of tools and test equipment is essential for correct setup of TCM fuel injection systems. Various combinations of these tools and equipment will be used, depending on the engine model. A proper inventory of tools and equipment for fuel system adjustment will include the following: 1. TCM recommends the Model 20 ATM-C Porta Test Unit P/N ATM-C or equivalent to insure the fuel injection system meets all pressure and flow specifications. You may acquire a Model 20 ATM-C Porta Test Unit by contacting the following company: AERO TEST, Inc Goddard Road Romulus, Michigan (734) An alternative procedure would be to use calibrated gauges. 1. One (1) calibrated 0-60 PSI gauge, graduated in 1 PSI increments. This gauge will be used for unmetered pressure measurement. 2. One (1) calibrated 0-30 PSI gauge, graduated in.2 PSI (maximum) increments. This gauge will be used for metered pressure measurements and verification of aircraft fuel flow gauge indications on normally aspirated engines only. 3. One (1) calibrated differential gauge, 0-30 PSID maximum, graduated in.2 PSI (maximum) increments. This gauge will be used for metered pressure measurements and verification of aircraft fuel flow gauge on turbocharged engines only. NOTE Pressure gauges must be accurate within ±1 %. Pressure gauges must be checked for accuracy and, if necessary, calibrated at least once each calendar year. Calibrated pressure gauges may be purchased from various suppliers such as: Davis Instruments 4701 Mount Hope Drive Baltimore, MD Phone: or Two (2) P/N MS51523-B4 swivel tee. These fittings will be used to tee into fuel lines for unmetered and metered pressure reference. 5. Hoses of appropriate diameters and sufficient lengths to allow personnel and equipment to be located away from propeller arc and blast area. 6. Common hand tools including: 7/8, 11/16, 9/16, 1/2, 3/8, 7/16, 11/32, and 5/16 wrenches. A 1/4 drive ratchet and sockets, universal swivel, extension, and a 5/32 allen wrench common screw driver, a calibrated torque wrench, an oil can, mirror and flashlight. Safety equipment including hearing and eye protection must be used. 7. Tachometer verification instrument - various types are available. Verify aircraft tachometer accuracy prior to fuel system adjustment. B. PRE-SETUP PROCEDURES 1. During engine installation, or if any fuel system component has been replaced, flush the aircraft fuel system by first removing the engine-driven fuel pump inlet hose and terminating the end into a large, clean container. Operate the aircraft boost pump and allow a minimum of one gallon of fuel to flow through the system. Take necessary precautions to prevent a fire hazard. If contamination is present, locate and correct the source, and repeat this step before proceeding. MO DAY YEAR MO DAY YEAR 2 of 32

3 2. Before making any checks or adjustments, verify the accuracy of the aircraft tachometer, manifold pressure gauge and fuel flow gauge. Any gauge found to be inaccurate must be repaired or replaced before adjusting the fuel system. WARNING USE OF INACCURATE GAUGES WILL RESULT IN INCORRECT ADJUSTMENT OF THE ENGINE FUEL SYSTEM, POSSIBLE CYLINDER WEAR DUE TO LEAN OPERATION, PRE-IGNITION, DETONATION, LOSS OF POWER AND SEVERE ENGINE DAMAGE. 10. Inspect the throttle and control assembly link rods (where used) for correct installation, security and wear at the attach points. Correct any discrepancies noted. 11. Insure all engine controls operate freely throughout their full range of travel and are properly adjusted in accordance with the aircraft manufacturer's instructions. 12. Lubricate all control rod ends and fuel system components in accordance with the latest revision of TCM Service Bulletin SB95-2 and the Aircraft Maintenance Manual. WARNING 3. Remove the engine cowling in accordance with the aircraft manufacturer's instructions. 4. Insure that all fuel system components are of the correct part number and are installed properly. Correct any discrepancies noted. 5. Remove, inspect, clean and reinstall the aircraft and engine fuel screens in accordance with the aircraft manufacturer's instructions. 6. Inspect the aircraft induction air filter and alternate air system for condition, operation and cleanliness. Repair or replace any component that is not airworthy in accordance with the aircraft manufacturer's instructions. 7. Inspect the aircraft vapor return system for proper operation in accordance with the aircraft manufacturer s instructions. Correct any discrepancies noted. 8. Insure the fuel manifold valve vent and fuel pump drain lines are properly installed, open and free of obstruction. Correct any discrepancies noted. 9. Inspect all engine control rod ends for wear, freedom of movement, proper installation and security in accordance with the aircraft manufacturer's instructions. Correct any discrepancies noted. FAILURE TO CORRECTLY INSTALL AND MAINTAIN ENGINE CONTROLS CAN RESULT IN LOSS OF SYSTEM CONTROL AND SUBSEQUENT LOSS OF ENGINE POWER. 13. Locate the IDLE speed stop screw on the throttle body and turn it counter-clockwise two complete turns. See Figures 6, through 9. During fuel system adjustment, IDLE RPM will be controlled manually using the cockpit throttle control. 14. Inspect the exhaust and induction systems for proper installation, security and leaks. Correct any discrepancies noted. 15. Inspect all lines, hoses and wire bundles for chafing, loose connections, leaks and stains. Correct any discrepancies noted. Turbocharged engine models incorporating a fuel pressure regulator must have the regulator deactivated during initial fuel system adjustment. To deactivate the fuel pressure regulator, loosen and remove the fuel line or hose from the center port fitting at the pressure regulator. Refer to Figure 10. Install and torque, to the specified value, a cap on the center port fitting. Install and torque, to the value specified, a plug onto the removed line. Pressure test these areas for fuel leaks prior to proceeding with the fuel system adjustments. MO DAY YEAR MO DAY YEAR 3 of 32

4 C. SETUP PROCEDURES WARNING DURING REMOVAL AND INSTALLATION OF FUEL LINES AND HOSES, FAILURE TO PROPERLY SUPPORT COMPONENT FITTINGS CAN RESULT IN FITTING AND/OR COMPONENT DAMAGE AND LOSS OF SYSTEM. REFERENCE THE LATEST REVISION OF TCM SERVICE BULLETIN SIL95-5. NOTE... Adjustments to any component of the fuel injection system can affect other system settings. Always verify the performance of the entire fuel injection system whenever any fuel injection system component is adjusted. 1. Loosen and remove the unmetered fuel supply hose from either the fuel pump outlet fitting or the fuel control unit inlet fitting, whichever is most accessible. Some engine models have an unmetered fuel pressure connection you can access at the fuel control screen. 2. Install and torque the MS51523-B4 swivel tee directly to the fuel pump outlet fitting or to the fuel control inlet fitting as applicable. NOTE... Some installations may require combinations of different fittings and hoses to facilitate installation of unmetered and metered test equipment connections. 3. Attach the unmetered fuel supply hose to the straight end of the tee connector and torque. 4. Connect the Unmetered test hose from the Porta Test Unit to the tee fitting and torque. If using the alternative procedure, connect the 0-60 PSI gauge to the swivel tee using a length of hose which will provide proper clearance from the engine cowling and propeller arc. Torque all connections. 5. Loosen and remove the metered fuel supply hose from the manifold valve inlet fitting. 6. Install and torque the second MS51523-B4 swivel tee directly to the fuel manifold valve inlet fitting. 7. Attach the metered fuel supply hose to the straight end of the tee connector and torque. 8. Connect the metered pressure test hose from the Porta Test Unit to this second tee connector and torque. If using the alternative procedure, connect the 0-30 PSI gauge to the swivel tee using a hose long enough to provide proper clearance from the engine cowling and propeller arc. Torque all connections. 9. On turbocharged engines, connect the Porta- Test Manifold Pressure and Upper Deck Pressure hose to the engine following the instructions provided with the Porta Test Unit. If using the alternative procedure, connect the 0-30 PSId differential gauge pressure fitting to the metered pressure swivel tee using a hose of sufficient length to provide clearance from the aircraft and propeller arc. Connect an equal length of hose to the "suction" side of the gauge and connect the other end to a location to reference turbocharger compressor discharge (upper deck) pressure. See Figure 12. Torque all connections. 10. Position the throttle control in the FULL OPEN position and the mixture control to FULL RICH. Operate the aircraft boost pump in accordance with the aircraft manufacturer's instructions. Following the instructions provided with the Porta Test Unit, bleed all air from the test unit and hoses. If using the alternative calibrated test gauges, loosen the test connections at each gauge to bleed the lines of any air. Hold the gauge at or slightly above the height of the fuel system component during the bleeding operation. Operate the boost pump only long enough to allow purging of air from the installed test equipment. Verify that all fuel lines, hoses and fittings are secured and torqued and that no fuel leaks exist before proceeding. Insure test hoses have been routed clear of the exhaust system and are supported their entire length to avoid inaccurate gauge readings. MO DAY YEAR MO DAY YEAR 4 of 32

5 WARNING MAKE CERTAIN ALL FUEL HAS DRAINED FROM THE INDUCTION SYSTEM PRIOR TO ATTEMPTING ENGINE START. FAILURE TO DO SO COULD CAUSE HYDRAULIC LOCK AND SUBSEQUENT ENGINE FAILURE. 11. Install the engine cowling or cooling shroud during ground operation. 12. Refer to TABLE 3, beginning on page 11, for specific data applicable to your engine. Record the applicable IDLE and FULL POWER adjustment points: RPM, fuel pressure, fuel flows, manifold pressure and fuel/air mixture rise provided in this Service Bulletin and Aircraft Maintenance Manual on the operational test form included at the end of this service bulletin. The Operational Test Form may be reproduced for use in recording adjustments and test indications. NOTE... To insure optimum cooling during FULL POWER operations, the FULL POWER fuel flow should be set to the maximum specification limit. WARNING BEFORE STARTING THE ENGINE INSURE THAT THE AIRCRAFT WHEELS ARE CHOCKED AND BRAKES ARE SET. 13. Prepare the aircraft for ground run and start the engine in accordance with the aircraft manufacturer's instructions. Advance the throttle to 1500 to 1800 RPM. While monitoring all engine gauges, operate the engine at this speed until the engine temperatures and pressures have stabilized in the operational range. Use the operational test form to record the gauge indications. NOTE Test gauge readings must be taken with the gauges held at the same height above the ground as the fuel system component it is attached to. 14. With the mixture control in the FULL RICH position, reduce the throttle to the specified IDLE RPM. Record the unmetered pressure indicated on the gauge. Slowly move the mixture control toward the IDLE CUT-OFF position and record the maximum RPM rise. Return the mixture control to FULL RICH. 15. Monitoring all engine gauges, slowly advance the throttle control to full rated power for the engine and allow the engine to stabilize for 15 seconds. Record all engine and test gauge indications. DO NOT ALLOW ENGINE TEMPERATURES TO EXCEED 420 F CHT AND 210 F OIL TEMP. Retard throttle control to 800 to 1000 RPM. NOTE... L/TSIO-360 and TSIO-520 model engines with a fixed (ground adjustable) exhaust bypass, verify that the wastegate is adjusted in accordance with the aircraft manufacturer's instructions. Failure to do so can result in an improperly adjusted fuel system and possible engine damage. CAUTION... After FULL POWER operation - turbocharged engines must be operated at 800 to 1000 RPM for a minimum of five (5) minutes to allow engine temperatures to stabilize prior to engine shutdown. 16. Compare the recorded IDLE fuel pressure, IDLE RPM fuel/air mixture rise and full power RPM, manifold pressure (as applicable), unmetered fuel pressure, metered fuel pressure and fuel flow indications with the specified values. If all recorded values are within specifications, proceed to paragraph 24. NOTE... Turbocharged engines equipped with fuel pressure regulators should indicate a full power metered pressure and fuel flow five (5) percent higher than specified. This is required to insure adequate partthrottle fuel flow. 17. If any of the recorded readings are not within specifications, the fuel system must be completely adjusted. ALL READINGS MUST BE TAKEN WITH MIXTURE CONTROL IN THE FULL RICH POSITION. MO DAY YEAR MO DAY YEAR 5 of 32

6 Install the engine cowling or cooling shroud during all ground operation. NOTE... Engine driven fuel pump output pressures vary with engine RPM. During ground operation FULL POWER RPM may not be obtained. Use the Fuel Flow Compensation Table 2 on page 10 to correct the specified metered pressures if FULL POWER RPM cannot be achieved. On turbocharged engines insure that the manifold pressure is adjusted in accordance with the aircraft manufacturer s instructions. Engine driven fuel pumps installed on turbocharged engines are referenced to turbocharger compressor discharge pressure (upper deck pressure) to achieve FULL POWER engine driven fuel pump pressure. WARNING MAKE ALL ADJUSTMENTS WITH THE ENGINE STOPPED AND THE IGNITION AND MASTER SWITCHES IN THE OFF POSITION. 18. To adjust the IDLE RPM unmetered pump pressure, loosen the lock nut on the low pressure relief valve. See Figures 1 through 5. Turning the adjustment clockwise (CW) will increase pressure and counterclockwise (CCW) will decrease pressure. Operate the engine at RPM for 15 seconds after each adjustment, then retard the throttle to the specified IDLE RPM. Repeat this step until pressure is within specified limits. NOTE... Maximum part throttle full rich fuel flow will be achieved by setting the idle rpm (low) unmetered fuel pump pressure to the minimum value specified. With the idle rpm fuel/air mixture properly adjusted (step 19) the fuel control metering plate orifices are indexed to the maximum open position. 19. With engine operating at the specified IDLE RPM and unmetered fuel pressure, slowly move the mixture control from the FULL RICH position toward IDLE CUT-OFF to check fuel/air mixture. A rise of 25 to 50 RPM should be obtained. An RPM change greater than 50 indicates the mixture is too rich and a change that is less than 25 indicates the mixture is too lean. Adjust mixture conditions that are too rich or too lean as follows: a) Identify the type of throttle and control assembly that is to be adjusted. See Figures 6, 8 and 9. b) Perform an IDLE fuel/air mixture check and observe RPM rise. If the RPM rise is not within specifications, advance the throttle control to RPM for 15 seconds after each adjustment to clear the engine. Retard the throttle control to IDLE RPM and repeat mixture check. Make the necessary adjustment. Repeat this procedure until the specified RPM rise is achieved. c) Recheck IDLE RPM unmetered pump pressure. If pressure in not within limits, repeat Steps 18, 19, 19-a and 19-b before continuing. 20. On all naturally aspirated engines, adjust the FULL POWER metered fuel pressure to the specified value by turning the adjustable orifice screw clockwise to increase fuel pressure and counterclockwise to decrease fuel pressure. See Figures 1, 2 and On turbocharged engines, adjust the full power metered fuel pressure to the specified value as follows: NOTE... On turbocharged engines equipped with a fuel pressure regulator, the full power metered fuel pressure and fuel flow must be adjusted to five (5) percent higher than the maximum specified limit. a. Loosen the aneroid adjustment screw lock nut. See Figures 4 and 5. b. Turn the aneroid adjustment screw counterclockwise to increase metered fuel MO DAY YEAR MO DAY YEAR 6 of 32

7 pressure and clockwise to decrease metered fuel pressure. c. After final adjustment is accomplished, torque lock nut to inch pounds. DO NOT EXCEED LOCK NUT TORQUE LIMITS. OVER-TORQUING OF LOCK NUT WILL RESULT IN DAMAGE TO ANEROID HOUSING THREADS AND SUBSEQUENT LOSS OF ADJUSTMENT. 22. For engines equipped with a fuel pressure regulator, the full power metered fuel pressure and fuel flow must now be set to the specified limit by adjustment of the regulator as follows. See Figure 10. Reconnect the regulator and torque all connections to the specified value. Loosen the lock nut on the regulator adjustment. Turn the regulator adjusting screw clockwise to increase metered fuel pressure and fuel flow and counterclockwise to decrease metered fuel pressure and fuel flow. After final adjustment is completed, torque the lock nut to the specified value. 23. When full power metered fuel pressure has been adjusted to the specified values, recheck: (a) IDLE RPM, (b) unmetered fuel pressure, (c) fuel/air mixture. If any values are not within specified limits, repeat the adjustment procedures. 24. With the fuel system set to the specified metered fuel pressure, set the IDLE RPM to the aircraft manufacturer s specified value by turning the Idle Speed Stop screw clockwise to increase RPM or counterclockwise to decrease RPM. See Figures 6, 8 and 9. D. POST SETUP PROCEDURES 1. Insure that the master switch, ignition switch and fuel selector are in the OFF position. 2. Remove the engine cowling or cooling shroud in accordance with the aircraft manufacturer's instructions. (a) remove all test gauges, fittings and hoses that were installed for fuel system setup, (b) reconnect all fuel hoses to their original locations, (c) support and torque all fittings to the specified value, see TABLE Perform a complete fuel system leak check in accordance with the aircraft manufacturer's instructions. Correct any discrepancies noted. 4. Install engine cowling in accordance with the aircraft manufacturer's instructions. 5. Perform a complete operational ground run-up and verify that all fuel system performance specifications are achieved. E. FLIGHT TEST: Except naturally aspirated engines with altitude compensating fuel pump 1. Refer to the aircraft manufacturer s or Supplemental Type Certificate (STC) holder s POH/AFM for specific operational information. 2. A flight test is required whenever an adjustment is made that may affect engine operational characteristics or performance. 3. If FULL POWER RPM was not obtained during fuel injection system setup and adjustment, a flight test is required to insure that the fuel injection system is performing within specified limits for the engine and aircraft. 4. Repeat the setup and adjustments as required until the fuel injection system is performing within the published specification for the aircraft and engine. F. FLIGHT TEST: Naturally Aspirated engines with altitude compensating fuel pumps (AUTO LEAN) 1. All naturally aspirated engines utilizing an altitude compensating fuel pump require a flight test every 100 hours or annual inspection and anytime an adjustment is made to the fuel injection system to insure proper operation of the fuel pump auto leaning feature. MO DAY YEAR MO DAY YEAR 7 of 32

8 2. TABLE 4 and Auto Leaning Chart 1 provides fuel flow vs. pressure altitude specifications for the IO-360-DB engine with altitude compensating fuel pump. Tables 6 & 7 and Auto Leaning Charts 2 & 3 provide fuel flow vs. pressure altitude specifications for the IO- 360-ES engine with altitude compensating fuel pump. Tables 8 through 11 and Auto Leaning Charts 4 through 7 provide fuel flow vs. pressure altitude specifications for the IO-550- series engine with altitude compensating fuel pump. 3. Insure the accuracy of aircraft fuel flow gauge and tachometer has been verified. These gauges must be accurate or the data recorded during flight test will not be valid. 4. Locate the correct table and auto leaning chart for the aircraft and engine. On the operational test form provided in this Service Information Directive, record all pressure altitudes and corresponding minimum and maximum fuel flows as specified. 5. In accordance with the aircraft manufacturer s instructions, perform a complete preflight inspection, engine start and ground runup. 6. Set the aircraft altimeter to inches Hg. 7. In accordance with the aircraft manufacturer s instructions, conduct a normal take-off. 8. Climb must be accomplished using full throttle, FULL RICH mixture and maximum rated full power RPM. 9. Using the aircraft fuel flow gauge and altimeter, record fuel flows at all pressure altitudes specified. 10. Compare the recorded fuel flows with the specified fuel flows for all pressure altitudes. If fuel flows are within the minimum and maximum limits at all altitudes, no adjustments are required. 11. If the fuel flows are not within specified limits at all pressure altitudes, the fuel injection system auto leaning schedule requires adjustment. G. ADJUSTMENT PROCEDURES: Fuel Pump Auto Leaning Schedule NOTE... On IO-550-A and C model engines do not attempt to adjust the auto leaning schedule if the aircraft is at a field with a pressure altitude greater than 1000 feet. On IO-550-B, D, E, F and L model engines, do not attempt to adjust the auto leaning schedule if the aircraft is at a field with a pressure altitude greater than 3000 feet. Refer to Part C of this Service Information Directive for installation of the required test equipment. 1. If not previously accomplished, adjust the engine fuel injection system in accordance with Part C of this Service Information Directive using the appropriate table for the engine and aircraft. 2. Adjustments to the engine-driven fuel pump variable orifice (aneroid) will result in a change to the auto leaning schedule. One complete revolution of the aneroid adjustment will increase or decrease the auto leaning schedule approximately 1000 feet. 3. Refer to the charts on pages 19 to 25. The variable orifice (aneroid) adjustment will move you horizontally across the chart. The adjustable orifice will move you vertically. 4. Adjustments to the variable orifice (aneroid) will affect the FULL POWER unmetered fuel pressures (adjustable orifice), metered pressures and fuel flows. It is important to maintain the balance between these adjustments in order to achieve the specified fuel system parameters. CAUTION Exercise caution when adjustments to the aneroid are accomplished. The aneroid stem has an extra fine thread and over-torqueing the lock nut will damage either the stem or housing threads. MO DAY YEAR MO DAY YEAR 8 of 32

9 NOTE... It will be necessary to cut and remove the safety wire and manufacturer s seal from the variable orifice adjustment. Cut the safety wire as close to the variable orifice stem as possible. This will provide a pigtail for the fuel pump through bolts. It is not necessary to resafety the aneroid after adjustments have been completed. 5. By reviewing the data recorded on the operational test flight form, we can determine if the auto leaning schedule is above or below the specified limits at the various pressure altitudes. 6. Adjustment of the variable orifice (aneroid) clockwise will decrease the altitude (move horizontally to the left on the chart) while counterclockwise adjustments will increase the altitude (move horizontally to the right on the chart) at a given pressure altitude. 7. As an example, looking at chart number 5 (IO- 550-B engine) at a pressure altitude of 4000 feet the recorded fuel flow was 140 PPH (point A). The fuel flow specified for this pressure altitude is 142 PPH to 152 PPH. The recorded fuel flow of 140 PPH would be correct if we were between 5000 feet and 7000 feet. To achieve the specified fuel flow versus pressure altitude we must adjust the variable orifice out. Adjustment of the variable orifice (aneroid) two complete revolutions will move point A two thousand feet to the right to 6000 feet. 8. After making any adjustment to the variable orifice, torque the lock nut to inch pounds. 9. Perform a complete ground run-up and verify that unmetered and metered pressures and fuel flows are within the limits specified in the appropriate table for the pressure altitude. If these parameters are not within the limits specified make adjustments in accordance with PART C to achieve the specified values. NOTE... The adjustable orifice tapered needle may be damaged if forced against its seat. The adjustment should move freely. Do not continue adjustments if rotational resistance increases suddenly. 10. Once the adjustments are completed, remove the test equipment in accordance with part D (Post Setup Procedures). 11. Perform a flight test in accordance with part F (Flight Test: Naturally Aspirated engines with Auto Lean). 12. Repeat these procedures until the engine s fuel injection system meets all published specifications. MO DAY YEAR MO DAY YEAR 9 of 32

10 TABLE 1 Torque Specifications for Hose End Fittings BRASS or ALUMINUM END FITTINGS STEEL HOSE END FITTINGS Hose Size Fitting Material Torque (inch lbs.) Hose Size Fitting Material Torque (inch lbs.) #2 (.31x24) Hose end fitting #2 (.31x24) Steel End Fitting Brass/Aluminum #3 Hose end fitting #3 Steel End Fitting (.38x24) Brass/Aluminum (.38x24) #4 Hose end fitting #4 Steel End Fitting (.4375x20) Brass/Aluminum (.4375x20) #5 Hose end fitting #5 Steel End Fitting (.500x20) Brass/Aluminum (.500x20) #6 Hose end fitting #6 Steel End Fitting (.5625x18) Brass/Aluminum (.5625x18) #8 Hose end fitting #8 Steel End Fitting (.750x16) Brass/Aluminum (.750x16) #10 Hose end fitting #10 Steel End Fitting (.875x14) Brass/Aluminum (.875x14) #12 (1.063x12) Hose end fitting Brass/Aluminum #12 (1.063x12) Steel End Fitting Table 2. Compensation Table For Static Ground Setup Metered Pressure vs. 70 F Fuel Temperature Static Engine RPM Correction Factor Corrected Metered Pressure (Metered Pressure x Correction Factor) Rated RPM NOTE: All values are approximate. Variations may occur due to engine and installation specific influences. Example: IO-520-BB, Maximum Rated RPM = Metered Fuel Pressure Limits = If maximum static engine RPM = 2640, (-60 RPM) use Correction Factor.973 Metered Fuel Pressure Limits x Correction Factor = Corrected Metered Pressure Limits 14.9 x.973 = 14.5 (Minimum Metered Pressure 2640 RPM 17.2 x.973 = 16.7 (Maximum Metered Pressure 2640 RPM MO DAY YEAR MO DAY YEAR 10 of 32

11 ENGINE TABLE 3. Fuel System Adjustment Values IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE6) IO-240-A, B See latest revision of TCM SID for fuel system values for IO-240-B3Band B9B engines IO-346-A, B IO-360-A, AB, C CB, D, DB, G, GB, H, HB, J, JB IO-360-ES SEE NOTE IO-360-ES (6) SEE NOTE 2& Sea Level IO-360-ES (6) SEE NOTE 2& ,500 Press Alt Engines with Altitude Compensating fuel pumps See Note 2 page 18 of 31. IO-360-K, KB TSIO-360-A, AB (32.0) TSIO-360-B, BB (32.0) TSIO-360-C, CB (37.0) MO DAY YEAR MO DAY YEAR 11 of 32

12 ENGINE TABLE 3. Fuel System Adjustment Values (cont d) IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE 6) TSIO-360-D, DB (36.0) TSIO-360-E, EB, L/TSIO-360-E, EB (40.0) TSIO-360-F, FB (41.0) TSIO-360-G, GB (40.0) TSIO-360-H, HB (34.5) TSIO-360-JB (37.0) TSIO-360-KB, L/TSIO-360-KB (40.0) TSIO-360-LB (40.0) TSIO-360-MB (36.0) MO DAY YEAR MO DAY YEAR 12 of 32

13 ENGINE TABLE 3. Fuel System Adjustment Values (cont d) IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE 6) L/TSIO-360-RB Minimum SEE NOTE (38.0) TSIO-360-SB (39.0) O-470-GCI IO-470-C, G, P, R IO-470-D, E, F, H L, M, N, S, U IO-470-J, K IO-470-V IO-470-VO GIO-470-A TSIO-470-B, C, D (35.0) IO-520-A, J IO-520-B, BA, BB C, CB MO DAY YEAR MO DAY YEAR 13 of 32

14 ENGINE TABLE 3. Fuel System Adjustment Values (cont d) IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE 6) IO-520-D, F, K, L IO-520-E IO-520-M, MB IO-520-P LIO-520-P TSIO-520-AE, L/TSIO-520-AE (32.5) TSIO-520-AF (35.5) TSIO-520-B, BB (32.0) TSIO-520-BE (38.0) TSIO-520-C, H (32.5) TSIO-520-CE (37.0) MO DAY YEAR MO DAY YEAR 14 of 32

15 ENGINE TABLE 3. Fuel System Adjustment Values (cont d) IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE 6) TSIO-520-D, DB (32.5) TSIO-520-E, EB (34.5) TSIO-520-G (35.0) TSIO-520-J, JB (36.0) TSIO-520-K, KB (33.0) TSIO-520-L, LB Minimum SEE NOTE 1 (38.0) TSIO-520-M, R (36.5) TSIO-520-N, NB (38.0) TSIO-520-P (36.5) MO DAY YEAR MO DAY YEAR 15 of 32

16 ENGINE TABLE 3. Fuel System Adjustment Values (cont d) IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE 6) TSIO-520-T (39.5) TSIO-520-UB (36.0) TSIO-520-VB (40.5) TSIO-520-WB Minimum SEE NOTE 1 (39.5) GTSIO-520-C (34.5) GTSIO-520-D, H (39.5) GTSIO-520-F, K SEE NOTE (44.5) GTSIO-520-L (39.0) GTSIO-520-M (40.0) GTSIO-520-N SEE NOTE (39.0) MO DAY YEAR MO DAY YEAR 16 of 32

17 ENGINE TABLE 3. Fuel System Adjustment Values (cont d) IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE 6) IO-550-A Engines with Altitude Compensating fuel pumps See Note 2 page 18 of 31. IO-550-B SEE NOTE Engines with Altitude Compensating fuel pumps See Note 2 page 18 of 31. IO-550-C SEE NOTE Engines with Altitude Compensating fuel pumps See Note 2 page 18 of 31. IO-550-D, E, F, L SEE NOTE Engines with Altitude Compensating fuel pumps See Note 2 page 18 of 31. IO-550-G IO-550-N IO-550-P IO-550-R GIO-550-A Minimum See NOTE TSIO-550-B (38.0) TSIO-550-C (35.5) MO DAY YEAR MO DAY YEAR 17 of 32

18 ENGINE TABLE 3. Fuel System Adjustment Values (cont d) IDLE AND FULL POWER FUEL S AND FLOWS Prop. RPM & (MAP) Unmetered Pump PSI (NOTE 3) Metered Nozzle PSI (NOTE 4) Fuel lbs/hr Fuel gal/hr (NOTE 5) (NOTE 6) TSIO-550-E (38.5) TSIOL-550-A (38.0) TSIOL-550-B (35.0) TSIOL-550-C (39.5) (TIARA) See latest revision of Teledyne Continental Motors Service Bulletin M79-4. NOTE 1: NOTE 2: NOTE 3: NOTE 4: NOTE 5: NOTE 6: Refer to the aircraft manufacturer s instructions for adjustment procedures. Flight test required to verify fuel flow vs. pressure altitude values are within the limits specified. See applicable Tables 4 through 10 and Charts 1 through 7 for specified values. FULL POWER unmetered fuel pump pressure limits are provided for reference only. Use metered fuel pressure specifications for adjustments at full power. Use for full power, maximum RPM adjustment only. All other parameters for reference only, see note above. May be determined using a calibrated in-line flow measuring device. Otherwise use metered fuel pressure specifications. Refer to Aircraft Manufacturer s Maintenance Manual for method of verifying accuracy of fuel flow indicator. This engine installed in Cirrus SR20 aircraft. IO-360-ES (6) B engine has been derated by Cirrus from original 210 HP at 2800 RPM to 200 HP at RPM. Engine data plate reflects original TC and PC data of 210 HP at 2800 RPM. Refer to Cirrus SR20 Maintenance Manual and Pilots Operating Handbook. MO DAY YEAR MO DAY YEAR 18 of 32

19 TABLE 4. ALTITUDE FUEL SCHEDULE IO-360-DB ENGINE FULL OPEN THROTTLE, FULL RICH MIXTURE 2800 RPM Pressure Altitude (Set Altimeter at (lbs/hr) (gals/hr) Metered Fuel Pressure PSID in. Hg.) Min. Max. Min. Max. Min. Max. Sea Level , , , , , , , , , , , Gasoline = 5.87 lbs per 70 F. IO-360-DB Installed in T-41 ACFT Refer to Cessna SL 81-2 date 28 July 1981 for amplified instructions. Altitude Leaning Schedule IO-360-DB-(34) Altitude (X 1000 ft) CHART 1 MO DAY YEAR MO DAY YEAR 19 of 32

20 TABLE 5. ALTITUDE FUEL SCHEDULE IO-360 ES ENGINE FULL OPEN THROTTLE, FULL RICH MIXTURE 2800 RPM Pressure Altitude (Set Altimeter at (lbs/hr) (gals/hr) Metered Fuel Pressure PSID in. Hg.) Min. Max. Min. Max. Min. Max. Sea Level , , , , , , , , , , , Gasoline = 5.87 lbs per 70 F. 110 ALTITUDE LEANING SCHEDULE IO-360-ES 2800 R.P.M. and FULL RICH MIXTURE FULL OPEN THROTTLE Fuel- 100/100LL Full Rich, 2800 PRM Fuel Temp 72 F 95 (pph) Altitude (X 1000 ft) CHART 2 MO DAY YEAR MO DAY YEAR 20 of 32

21 TABLE 6. ALTITUDE FUEL SCHEDULE IO-360 ES ENGINE FULL OPEN THROTTLE, FULL RICH MIXTURE RPM Pressure Altitude (Set Altimeter at (lbs/hr) (gals/hr) Metered Fuel Pressure PSID in. Hg.) Min. Max. Min. Max. Min. Max. Sea Level , , , , , , , , , , , Gasoline = 5.87 lbs. per 70 F. 105 ALTITUDE LEANING SCHEDULE IO-360-ES (6) AT RPM FULL RICH MIXTURE & FULL OPEN THROTTLE Recommended Setup for Cirrus SR20 Installation WOT Fuel- 100/100LL Full Rich, RPM Fuel Temp 72 F 90 (PPH) Altitude (X 1000 ft) CHART 3 MO DAY YEAR MO DAY YEAR 21 of 32

22 Pressure Altitude (Set Altimeter at in. Hg.) TABLE 7. ALTITUDE FUEL SCHEDULE IO-550-A ENGINE FULL OPEN THROTTLE, FULL RICH MIXTURE 300 RPM (lbs/hr) Min. Max. (gals/hr) Min. Max. Metered Fuel Pressure PSID Min. Max. Sea Level , , , , , , , Gasoline = 5.87 lbs per 70 F 160 Altitude Leaning Schedule IO-550-A Full Rich, RPM Pressure Altitude (X 1000 ft) CHART 4 MO DAY YEAR MO DAY YEAR 22 of 32

23 TABLE 8. ALTITUDE FUEL SCHEDULE IO-550-B ENGINE FULL OPEN THROTTLE, FULL RICH MIXTURE 300 RPM Pressure Altitude (Set Altimeter at in. Hg.) (lbs/hr) (gals/hr) Metered Fuel Pressure PSID Sea Level Min. 146 Max. 156 Min Max Min , , , , , , , Gasoline = 5.87 lbs per 70 F. Max Altitude Leaning Schedule IO-550-B Full Rich, RPM Point A Aneroid adjusted out two turns Point A Pressure Altitude (X 1000 ft) CHART 5 MO DAY YEAR MO DAY YEAR 23 of 32

24 TABLE 9. ALTITUDE FUEL SCHEDULE IO-550-C ENGINE FULL OPEN THROTTLE, FULL RICH MIXTURE 300 RPM Pressure Altitude (Set Altimeter at in. Hg.) (lbs/hr) (gals/hr) Metered Fuel Pressure PSID Sea Level Min. 152 Max. 160 Min Max Min Max , , , , , , , Gasoline = 5.87 lbs per 70 F. 170 Altitude Leaning Schedule IO-550-C Full Rich, RPM Pressure Altitude (X 1000 ft) CHART 6 MO DAY YEAR MO DAY YEAR 24 of 32

25 Pressure Altitude (Set Altimeter at in. Hg.) TABLE 10. ALTITUDE FUEL SCHEDULE IO-550-D,-E, F, L ENGINE FULL OPEN THROTTLE, FULL RICH MIXTURE 300 RPM (lbs/hr) (gals/hr) Metered Fuel Pressure PSID Sea Level Min. 143 Max. 155 Min Max Min Max , , , , , , , Gasoline = 5.87 lbs per 70 F. 160 Altitude Leaning Schedule IO-550-D, -E, -F, -L Full Rich, RPM 150 ( ) Pressure Altitude (X 1000 ft) CHART 7 MO DAY YEAR MO DAY YEAR 25 of 32

26 VAPOR RETURN ADJUSTABLE ORIFICE CW = INCREASE FUEL INLET FUEL INLET FUEL RETURN DRAIN FUEL OUTLET (UNMETERED ) LOW RELIEF VALVE CW = INCREASE FUEL OUTLET (UNMETERED ) LOW RELIEF VALVE CW = INCREASE FIGURE 1 - NATURALLY ASPIRATED ENGINE FUEL PUMP ADJUSTABLE ORIFICE CW = INCREASE VAPOR RETURN FUEL INLET VAPOR RETURN (LOCATED ON OPPOSITE SIDE ON MOST FUEL PUMPS) FUEL INLET LOW RELIEF VALVE CW = INCREASE LOW RELIEF VALVE CW = INCREASE DRAIN FUEL OUTLET (UNMETERED ) IDLE CUTOFF FULL RICH FIGURE 2 - NATURALLY ASPIRATED ENGINE (MIXTURE CONTROL EQUIPPED) FUEL PUMP MO DAY YEAR MO DAY YEAR 26 of 32

27 VAPOR RETURN VAPOR RETURN ADJUSTABLE ORIFICE CW = INCREASE FUEL INLET FUEL INLET LOW RELIEF VALVE CW = INCREASE DRAIN AMBIENT REFERENCE FUEL OUTLET (UNMETERED ) ANEROID ADJUSTMENT FACTORY SET ADJUSTMENT NOT NORMALLY REQUIRED FIGURE 3 - ALTITUDE COMPENSATING FUEL PUMP FUEL INLET ANEROID ADJUSTMENT CCW = INCREASE FUEL INLET VAPOR RETURN FUEL RETURN TURBOCHARGE DISCHARGE REFERENCE DRAIN FUEL OUTLET (UNMETERED ) LOW RELIEF VALVE CW = INCREASE FIGURE 4 - ANEROID EQUIPPED FUEL PUMP TURBOCHARGED ENGINE MO DAY YEAR MO DAY YEAR 27 of 32

28 FUEL INLET VAPOR RETURN TURBOCHARGE DISCHARGE REFERENCE VAPOR RETURN ANEROID ADJUSTMENT CCW = INCREASE IDLE CUTOFF FULL RICH LOW RELIEF VALVE CW = INCREASE DRAIN FUEL OUTLET (UNMETERED ) FIGURE 5 - ANEROID & MIXTURE CONTROL EQUIPPED FUEL PUMP TURBOCHARGED ENGINE IDLE MIXTURE ADJUSTMENT CW = LEAN CCW = ENRICH IDLE SPEED STOP SCREW CW = INCREASE CCW = DECREASE FUEL OUTLET (METERED ) FUEL INLET (UNMETERED ) FIGURE 6 - THROTTLE & METERING ASSEMBLY MO DAY YEAR MO DAY YEAR 28 of 32

29 THROTTLE LEVER INLET SCREEN FUEL INLET FITTING (UNMETERED ) MIXTURE LEVER FUEL RETURN (TO FUEL PUMP) FUEL OUTLET (METERED ) FIGURE 7 - THROTTLE & CONTROL ASSEMBLY - FRONT VIEW (EXCEPT GTSIO-520-D,F,H,K,L,M,N) IDLE SPEED STOP SCREW CW = INCREASE IDLE MIXTURE ADJUSTMENT CW = ENRICH FIGURE 8 - THROTTLE & CONTROL ASSEMBLY SIDE VIEW (EXCEPT GTSIO-520-D, F, H,, K, L, M, N) MO DAY YEAR MO DAY YEAR 29 of 32

30 INLET SCREEN THROTTLE BODY FUEL CONTROL IDLE SPEED STOP SCREW CW = INCREASE IDLE MIXTURE ADJUSTMENT CCW =ENRICH FIGURE 9 - THROTTLE & CONTROL ASSEMBLY (ALL GTSIO-520 EXCEPT GTSIO-520-C, F & K) LOCK NUT FUEL ADJUSTMENT CW - INCREASE TURBOCHARGER DISCHARGE REFERENCE INLET (UNMETERED ) CENTER PORT (OUTLET) FIGURE 10 - FUEL REGULATOR FOR TURBOCHARGED ENGINES MO DAY YEAR MO DAY YEAR 30 of 32

31 2 FUEL METERED FUEL P.S.I VAPOR VENT RETURN TO FUEL TANK FUEL RETURN FROM FUEL CONTROL FUEL PUMP ASSEMBLY FUEL INLET FROM FUEL TANK MANIFOLD VALVE ASSEMBLY FUEL CONTROL FUEL INJECTORS LOW RELIEF VALVE FUEL SCREEN THROTTLE BODY ADJUSTABLE ORIFICE IDLE MIXTURE ADJUST BYPASS 4 6 DRAIN 2 8 IDLE SPEED STOP SCREW UNMETERED FUEL FUEL P.S.I FIGURE 11 Typical Naturally Aspirated Fuel System Schematic FUEL P.S.I FROM TURBOCHARGER METERED FUEL UPPER DECK THROTTLE AND CONTROL ASSEMBLY UPPER DECK RETURN FUEL FROM FUEL CONTROL FUEL MANIFOLD VALVE ASSEMBLY UPPER DECK FUEL INJECTOR NOZZLE FLOW FLOW FLOW FUEL REGULATOR INLET FUEL FROM ACFT FLOW VAPOR RETURN FLOW FLOW TURBOCHARGER DISCHARGE UPPER DECK METERED FUEL NOZZLE FUEL 10 P.P.H UNMETERED FUEL FUEL PUMP FIGURE 12 Typical Turbo-Charged Fuel System Schematic (With Regulator) FLOW FLOW MO DAY YEAR MO DAY YEAR 31 of 32

32 MO DAY YEAR MO DAY YEAR 32 of 32

33 Signature: Remarks: (Idle RPM mixture rise, magneto drop, etc.) Spec Actual Spec Actual R.P.M. M.A.P. Pressure Altitude - (Set altimeter to Hg) Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual Spec Actual EGT o F TIT o F CHT o F Oil PSI Oil Temp. o F I.A.S. knots Flight Test Data - Record gauge indications o Spec Actual F o F PSI o Spec Actual Spec Actual Spec Actual Spec Actual F CW CCW Fuel Pressure R.P.M. M.A.P. Unmetered Metered EGT TIT Cylinder Head Temp. - o F Adjustment Oil # of turns Fuel System Adjustment - Record engine specifications and actual guage indications. Engine Serial Number: Engine Total Time - New - Overhaul Engine Model: Engine Position: Left Right Front Rear Aircraft Make & Model: Aircraft Registration #: Date: Location: Elevation: OAT: Field Hg: